Automatic transmission



Juy 3, 1945. .c.-w. LANPHERE l AUTOMATIC TRANSMISSION Filed Aug. 24, 1945 2 sheets-sheet 1 c. w. LANPHERE AUTOMATIC TRANSMISS ION July` 3, l1945.

sheets-sheet 2 Fild Aug. 244; '1.943

INI/Emol@ l Patented July 3, i945 UNITED STATES PATE Nrfor-FICE 18 Claims.

The present invention l(which among Vother things embodies structures shown in my Patent 2,328,813) relates to a motor car. speed controlled,

planetary gear transmission for automaticallyA changing speeds without the use of fiuid means,

4for moving into and out of contact with these levers for actuating and releasing them.

A still further object is to provide speed controlled centrifugal means also termed a governor `for operating the movable means.

One feature is to provide over-running clutchH means for each planetary unit for actuating rotation of the propeller shaft when the planet gears in each unit do not drive this shaft.

Another feature is to provide over-running clutch means that functions oppositely to the' over-running clutch means above mentioned, this. additional feature connecting the propeller shaft with the engine shaft when the former shaft rtates faster than iih'e latter, as when the car is descending a grade and the engine idling thus affording the use of the engine for holding 'the car or checking its movement.

The above mentioned and other features will be more fully understood by reference to the drawing in which:

Figure 1 is a, diagrammatic plan view of the transmission as `seen from above and from the right side withsome of the elements shownl in cross'section to more clearly indicate them. It

. discloses a motor, a. fluid coupling, .a main shaft,

a counter shaft, planetary means.' and other l meanswhich will be described in due course. The .main and counter shafts are shown in the same plane to betterdisclose the correlation of the mechanism. In actual construction the counter shaft could be disposed below the main shaft. The elements are shown in rst speed position.

Figure 2 is a diagrammatic cross section view` Y. of the planetary units.

l Figure 3 is a diagrammatic view of a lever.

Figure 4 is a digrammatic view of anoth'er lever. t

Figure 5 is a. diagrammatic rear view of a planetary brake band.

Figure 6 is a diagrammatic right side View of lever actuating means.

Figure 7 is a diagrammatic view of a part of a governor taken on line 'l--l in Fig-ure 1.

Figure 8 is an enlarged diagrammatic view of a part of Figure 6 wherein member Sill is shown broken away to disclose notches that cooperate with a, gradient control also shown.

As the drawings for the most part are diagrammatic, details of supports, bearings, connections and all the structures comprising this invention have not been completely shown, it being understood they can conform to known principles of construction.

Two planetary gear units are shown for two forward speeds and a third speed is obtained when the drum bands are not holding the orbit gears, th'us establishing a direct drive, i. e. third speed. Additional planetary units could be incorporated by lengthening the case.

Letters WF, WB, WL and WR, identify four walls oi a transmission case. A gasoline motor is indicated by vreference character Io :and a main shaft comprising several sections bly the fol.. lowing characters; i2 marks a section connected to the motor, I5 a section connected to section I2 by'a, duid coupling I6; I1 a section connected to section I5 bya planetary gear unit I8; IS a section connected to section I1 by a planetary gear unit 20; and 2| a. section termed a propeller shaft Y connected to and disconnected from section I B by a manual sliding clutch 22. This clutch is splined on section 2 I 4Section 2| is supported in section I8y atv I3. A countershaft is identied rby reference character 23. Section or shaft I2 can carry a gear 24 rotatable with it, and this gear can mesh with another gear 25 secured to shaft 23. Another gear 26 that may be secured to shaft 23 can mesh with* a gear 21. The latter gear is rotatable on a. shaft 28 and itV can mesh with a-gear 29 that may be loosely mounted on shaft 2 I Clutch 22 can be provided with toothed members 30 and 3|. Members 30 can mesh with a. toothed member 32 secured to sh'aft I9, and toothed member 3| with. member 33 secured to gear 29. A yoke 34 may be provided for overlapping and actuating clutch 22. This 'yoke extends from a 'slidable member 35 this member having a. pin 38. An arm 31 rotatable on anxed '42 this lever pivoting on a fixed support I I. When supported at 55 in shaft I1.

member 38 engages member 32 the device is set for forward (automatic) speed operation. When lmember 3| engages member 33 it functions in reverse. When clutch 22 is midway between these positions the transmission is in neutral. A gear 43 can be loosely mounted on shaft 2 I. vThis gear may be provided with an overrunning clutch in its hub this clutch comprising tapered pockets containing rollers 44. Gear 43 can mesh' with a gear 45 securedto shaft 23. This clutch functions oppositely to those in the planetary units and .will be described at the proper place.

l Figure 2; discloses the construction of the planetary units. Any suitable unit may be used. A specific design will .be described. Two units are shownvwhich are designed so they will not drive the propeller shaft 2| faster than the engine shaft I2 rotates. Varying the gear ratios in designing them aords various speeds for driving shaft 2|.v Shaft I1 can be supported at 46 in shaft I5 and a carrier member 41 may be provided which is secured to shaft I5. An orbit gear 48 may be loosely mounted on shaft I1. Its hub may be provided with tapered pockets containing rollers 49 that roll on the periphery of shaft I1. However this construction can be varied as desired, this type of clutch being well known in the art. Secured to shaft I1 is a sun gear 58 and meshing with this gear are a plurality of planet gears can-be linked to actuating means and another offset 53 that can be attachedto any suitable support (support not shown), see Figure 5. A planet gear 56 'can be secured to and rotate with gear 5|. A gear 56' and gear 5I' can'be similarly connected. Or gears 56 and 5| can be disposed on opposite sides of the carrier as can be gears 5|' and 56. Their supporting pins would then rotate in the carrier. Shaft I9 can be The latter shaft can be provided with a carrier member 51 that is secured to it and rotatable therewith.- A pin I4 on it may carry planet gears 58 and 68 and pin I4 can carry gears I3 and I3'. A sun gear 6I can be secured to shaft I9, this gear meshing with planet gears 68 and I3. An orbit gear '62 similar to gear 48 can be loosely mounted on shaft I9. Kear 62 may be provided with tapered pockets in its hub containing rollers 49. Gears 58 and I3 mesh with gear .62. A band 63 can be provided to cooperate with orbit 62. 'I'his I band can have an offset =64' which may be linked to its actuating means, and another offset (not shown) similar to offset 53' of band 53 for attachment to any suitable fixed support.

Levers 64, 65, and 65 and suitable linkage' can be incorporated for actuating bands 53 and 63. These levers can be pivotally mounted on fixed supports indicated at 66, 66 and 61 respectively. l

The power arms of levers 64 and 65 overlap each other. Band 63 at -69 on offset .64 is pivotally connected to a 'link 18.and this link can be pivotally connected at 12' to a member 13 slidable in supports 15 and 15" to which it can be keyed. A lightspring 14 connects oEset 64' .connected to these weights.

supports I and I', and member 2 is connected by a stiff spring 1 to a slidable member 4. A link 18,' pivotally connects member 4 with offset 54 and a light spring 6 connects this offset with the wall WL, at 5.

, The actuating means for these levers will now be described. A floating member 98 slidable on rods 9| and 94 that can be supported in the case wall WF at 9|' and 94 and in supports 9|" and 94" respectively can -be utilized. Member 98 may be provided with offsets 92, 92 and 93 that carry rollers 96, 91, and 98 mounted on pins 96', 91', and 98'. See Figures 1 and 6. A cylindrical rod 99 can extend vfrom the member 98, and it may terminate in an offset |88 that y can be suitably attached to it. Slidably mounted on and keyed to rod 99 are disc shaped collars I8I and I 82 and between these collars may be member 98, and a similar spring |88 can be positioned between collar |82 and offset |88. Pivotally connected to collar |83 are links .II8 and III. Thesevlinks form part of a governor or centrifugal means. Link II8 can be pivotallyl connected to weights |I2 and II2'. Link III may be pivotally connected to weights |I3 and II3 Twol other links |I4`vand II5 may be pivotally y y Link I|4 has a finger end |I4' disposed between a forked end III and III" of link III. Link |I5 has a finger end |I5' positioned between a bifurcated end H8' and H8" of link II8. See Figure 7. Figure 1 shows only two of the governor weights and they are broken away, dueto the lack of space in so small a drawing. Links |I4 and |I5 may bev pivotally connected td portions II6 and I|1 respectively of a disc shaped support attachedto and rotatable with a shaft I I 8. Gears I|9 and |28 connect this shaft with a shaft I2| which in turn is connected to the propeller shaft 2| by gears |22 and |23. Shaft ||8 can be disposed with the necesary clearance in a bore in member 98. It can be supported in the case walls WF and WB at 9 and 9' respectively. Portion |I6 may support one end of an arm |24 and portion |I1 may have an 'arm- |26 projecting from it. Two other arms |.24' and |26 can extend from the disc that carries arms |24 and |26. These four arms can terminate at the center of collar I 83 in a series of holes therein, with clearance enough to permit collar |83 to slide along these arms. In Figure 1 only a part of arm |24' is shown and none of arm |26. Springs |25 and |21 of the helical type can be mounted on arms |24 and |26 respectively. Helical springs |25' and |21' can be mounted on arms |24' and |26' but they are to be shorter than springs |25 and |21 and can be attached to the disc from which these arms project. Springs |25 and |21 oppose collar |83 in the speed changes between first and second speeds and all four springs oppose collar A|83 in changes between second vand third speed. Four other arms 224, 225, 226 and 221 extend from the disc shaped member. See Figures l and 7. These arms act as-stops or blocks for collar |83 when at third speed position. They prevent the governor exerting any pressure on spring |88 at speeds above that required to actuate shifts to third speed. Arms'224 and 225 are shown brokenaway in Figure 1.5 Should it aavasoe be desirable lateral supports (not shown) for the governor pivotal arms IIB, III. H4 and Il! could be provided to extend from any suitable part of the governor. Altho a specific design of governor is disclosed, any suitable type may be used. A plunger H35 may be incorporated for holding member @il at the various speed positions. It may be provided with a roller it for engaging notches Ni, Nt and Nt. Two springs can be used for urging this plunger into. them. One spring identied by reference characters its may be disposed between a stop or support itl and an oiset llt on the plunger, and can be designed to oppose the plunger during its entire retractive movement. Another spring marked titi may be positioned between a iiange lili on the plunger and a stop ttt to which it can be attached; this spring being designed to oppose the retraction or the plunger during the latter part oi its movement.

` Spring ttt adds to the holding action ot' plunger itil on member sil in order to maintain the reouisite pressure just prior to'the disengagement of roller liti from a notch, the sloping suriace of which at this time affords an urge in a direction nearer to the line oi direction of the retracsure in spring its, thereto,r ahording less varia tion in the holding of member @il which permits in springs itt and itil.

Vt'hen the car is assembled the elements are functionally positioned as shown in Figure l. The roller sti on iioating member llt holds lever tt in rst speed position which causes the braise band tit to hold orbit gear tt preventing its rotation. The mathematical proportions here given for some oi the elements are not necarily speciiic but they are used to better show hcw the device functions. Each power arm oi levers dit, tb, and bt' is about three times the length of the weight arm ci.' the levers. The latter moves et" and members t and it move it. n this basis a pull oi 32 lbs. by the weight arm exert 36 lbs. pressure ori a be band, and a pressure oi 11 lbs. on a lever at the point `a roller on member tt coritacts'it will actuate the lever.

lnpractice a pull much less than il lbs. actuates I presenting relative spring pressure here, ll lbs. is the figure 4considered necessary to actuate s. lever. Springs il and lb are each designed to withstand a pressure of approximately 3d lbs. before yielding and to exert a pressure ci 35 lbs. on a band when 36 lbs. pressure is applied toeither of these springs, by members it or d as the case may be. 'I'he long end oi the levers moves about 1%." and as previously stated the short end moves it". 'ilvhe springs it and t merely exert a slight pull ou their respective cooperating brake bands when they are released. Ii it is advisable to in cre the band pressures this can be doneby increasing all the'spring pressures proportionately. Lever M controls planetary unit 2d and is actuated by roller 9o, roller 81 actuates lever and roller 98 operates lever 85', the latter two levers controlling planetary unit I8. fLevers C6 and B` are exact opposites in form and" ot the same proportions. Roller 01 actuates lever B5 in progressive shifts and roller 98 `actuates lever Il in regressive shifts.

, a lower maximum and more desirable compression In each shift the collar |03 moves 2". When the shift is advancing Vthe centrifugal force actuates it and when regressmg the governor springs operate it. This compresses either'spring' Hi8 or it as the case may be 2", each spring `when compressed 2" being designed to exert 33 lbs.

pressure.

Member dit moves 2" in each shift, a distance equal to the compression movement of springs its and ist. its notches Ni, Nt, and Nt are one inch wide at the point roller i3d leaves them, and

2f' from center to center. Member @il moves M2" 'when roller till travels over one of the sloping surfaces of its cooperating notch during the initial movement of member it, the particular surface depending on the direction oi movement. During this 1A!" movement any roller that is holding a lever in gear speed position simply rolls from gear position on the surface it is in'contact with to the angle at which it leaves this surface, and

any roller that is to next actuaire s. lever moves the movement of collar ist and either cellar itil or its as the case may be. Springs itt and ililt of plunger itt are to be designed lto exert a pressure against member il@ that requires a push or.

pull of 33 lbs. on this member to release it when roller ltd leaves a notch in it. During the last tacts surface dit. See' Figures l, s and d. In

half` inch movement of member tt in itsshift the rollers lit, si, or @il merely roll on one of the respective surfaces llt, dll or dil as the case may be, the respective lever for the particular surface simply being heid in gear functioning position after its actuation to this position. As previously stated member lill and its rollers move a total of 2" in each shift. When member @t is released with one of the springs tilt or ltd under 33 lbs. compression this member has moved one half inch. m this point oi release to the point a roller impinges on one of the surfaces lili, 6l, or t@ is one inch. From the position of release of member s@ by plunger ist (the position of'maximum compression of springs tdt or its) to the final resting position oi a roller on a lever, member liti travels one and one half inches. iSo when a roller reaches the lever, a distance of one inch as above stated, member it has travelled two thirds of its total travel from maximum. compression to no compression. Therefore two thirds 'of itgcompression is gone but one third remains which is V3 of 33 lbs., il lbs. Roller Edt entering a notch and rolling over its sloping surface also impels member t@ in its movement. This is ample possible interference with progressive shifts by the governor tending to slow down on grades during the momentary interval of change trom one speed position to another the following means can be provided. Asecond plunger indicated at 235- in Figures 1': and 6, similar to plunger |315 can be Vpositioned to oppose a sloping surface NI' en member 30 in the shift from first to second speed.

. This vplunger-may have springs (springs not previously stated this member moves one half inch during this release. Springs |25 and |21 are designed to oppose collar |03 with a predetermined pressure for each half inch movement of this collar when it is actuated by the governor. 'I'hus .the additional pull required by plunger 235 before member 90 is released builds up a potention force that will carry the governor 21/2" instead-of 2" when plungers |35 and 235 release member 90. This release occurs at about i4 mile car speed instead of 12 whichwould be the case without plunger 235 being incorporated. Thus a car lag of 2 miles per hour during speed changes can not `prevent a complete shift occurring as collar |03 will be sure to move its normal 2",

even if the governor does slow down in rotation,

. as the potential centrifugal force will assure this.

not as plunger |35 would be in notch NI exerting 33 lbs. resistance to the extra pull by the governer necessitated by plunger 235. The plunger 235 does not opposethe movement of member 30 in the regressive shifts. As in the shift from first to second, springs |25, |21 in the shift from second to third offer the same resistance to each half inch movement of collar |03. The springs |25* and |21' on rods |24' and |26' oii'er additional resistance for this distance to offset the increased centrifugal force. A. third plunger 335 may be employed for opposing a sloping surface N2 on member to necessitate an extra pull bythe ,governor similar to the action of plunger 235.

The second to third shift occurs at an assumed speed of about 22 miles instead of about 20 as would occur without the incorporation of plunger 335. Car lag can not interfere with regressive shifts. Arms 224, 225, 226 and 221 prevent collar |33 moving beyond third speed position in the shift from second to third whether there is car lag orvnot.

With the elements in rst speed position as shown in Figure l and the motor idling, no actuanon of shafts ls, n, ls and 2| occurs due to the slippage in the duid coupling I6. This coupling may be of any suitable design. 'I'he governor springs |25, |21 at this time are under acompression of more than 33 lbs. which is required tocompress spring |06 and to offset the centrifugal forcein the shift from second to first gear which will be detailed at the proper place. Simultaneously, gear 24 rotates clockwise causing gear 25 to turn Vcouni'erclockwise and therewith shaft 23 and gear 26. The latter gear actuates -plaoed between gear 24 and the motor Il.l This would allow some car coasting .before the engine acted as a brake.

An over-drive unit (notshown) well known in the art could be positioned to .the rear of the transmission thus affording a fourth speed, with the propeller shaft 2| rotating faster than shaft i3 and the engine shaft |2.

Longer movement of the planetary brake bands can -be obtained by lengthening the short ends of the levers 64, 65, 65'. In this case either the long ends of the levers would have to be lengthened or the pressure for actuatingv them increased, the later requiring no additional movement of the levers by the rollers on member 30.

Re the planetary gear units the double planet gears on each carrying pin afford ample range to design them for the various speeds.

Operation With the transmission in ilrst speed position and the motor speeded upsufficiently, the fluid coupling I6 drives the shaft I5 clockwiseand therewith carrier member 41. As the sun gear 50 is under a load the planet gears 5|, 56, 5|' and 56 rotate clockwise on their respective pins 52 and 52'. .As orbit gear 43 is free from band 53 this gear idles a short distance actuated by theA planet gears 56 and 56' until thenarrow part of the hub pockets in gear 48 bind on rollers 49. This forms apositive connection between shaft |5 and shaft |1, causing the latter shaft and carrier member 51 to rotate clockwise. As the brake band 63 holds orbit gear 62 in fixed position the planet gears 58 and I3' travel around the inside of it causing them to rotate counter clockwise which actuates the sun gear 6| clockwise. This drives shaft i9 clockwise in first speed in accordance with the` gear ratios of planetary unit 20. When band 63 is released and band 53 holds drum 48, the release of band 63 allows planetary unit 20 to function similarly to unit I3 `lust described and the gripping of band 53 holds drum (orbit gear) 43vin xed position resulting in its planet gears 56 and 56 traveling around its interior teeth causing the sun gear 50 to-rotate shaft |1 clockwiseuin second gear in accordance with the gear ratios of unit y 'ing spring |06 under 33 lbs. compression causing the release of member 90 and its actuation to gear 21 clockwise which in turn rotates gear 29 counterclockwise. As clutch 22 is not engaging member 33 of gear 29 no actuation of shaft 2| takes place.

Although shaft 23 rotates gear45` which in turn rotates gear 43 no effect is pro- A duced on shaft 2| because the rollers 44 are in the wide part of their containing pockets in the hub of gear 43. Only when shaft 2| rotates faster than shaft I9 and shaft'l2 is there any functional connection between shaft 2| and the engine, this connection being due to ythe rollers 44 being disposed in the narrow part of their cooperating pockets, which locks shaft 2| to gear 43, affording a positive means for starting the motor by movement of the car forwardly, or for using the engine as a second gear position.

The second to third gear change occurs at a predetermined speed with the governor collar |03 at third speed position and an effective centrifgual force that exceeds by 33 lbs. the combined pressure of springs |25, |21, |25' and |21', causing actuation of member to third gear position.

The third to second gear change occurs at much less speed than that ofthe change' from second' to third gear. 'I'he combined pressures of springs |25 and |21 (not springs-|25 and 21'). exceed 4the eifective centrifugal force by 33 lbs., causing actuation of member 00 to second gear position.

'I'he second to rst gear change occurs at considerably less speed than that of the first to sec- -ond gear change. I'he combined pressures of springs i25 and |21 exceed the effective centrifugaI force by 33 lbs., thus actuating member s@ to iirst gear position.

Alternative constructions The gradient control GC and cooperating elements shown in my Patent 2,251,257 could be incorporated to control member Sii on grades in piace of the plungers 235 and 33d. (See Figure 8.)

This control for practical purposes must be perpendlcularly disposed. In addition to the pendulum GC pivoted at Gl? two dogs LU and LU may be utilized to cooperate with member lill. When the car is ascending a grade the pendulum at its lower end swings to the left as viewed and its upper end 'to the right. An arm G of element GC moves into contact with a curved suriace GU on dog LU actuating this dog in opposition to its spring GS which is compressed against a, stop Cil. A roller RD suitably pivoted on dog i LU moves into contact with a sloping surface SP of a. notch NS. Obviously member @il can have a plurality ot these notches.Y By properly designing these parte the member gli can be delayed in its progressive shiiitsin proportion to the degree of the grade. .when the car is descending a grade of predetermined degreeA the member GC' will swing to the right at its lower end and to the left at its upper end.V An arm G" on pendulum GC will contact a curved' surface Cill" on dog li@ actuating this dog in opposition to move odset 204 and link as to the right as lil to its spring GS" which compresses it against a stop GT', the dog entering a notch. Due to the straight side of the notch. the dog positively prevents regressive shifts oi member @il while a car is descending a predetermined grade. The pendulum GC can be provided with a notch SU adapted to receive a dog DN which can be actuated by suitable linkage (linkage, not shown) operable from the dash.

A conventional clutch could be substituted for the duid coupling it. This would require manual operation when the car stops as' is the practice with conventional transmissions.

.lil desirable, gear it could be designed to rote/ alittle faster than shaft 2l in direct drive.

Special controle viewed thus dsengaging member 3o from member 32. With clutch 22 in reverse position, an offset 293' on link 39 is in contact with lever 295. Actuation of lever 2te would cause lever 205 to `move odset Edil and link 3s to the left as viewed thus disengaging member 3i from member 33.

i Cor parisino With a car parked facing down grade and the transmission set in first gear and should the car move forwardly the motor ill will stop it as the over-running clutch in gear dit will taire hold.

Should the car .tace up grade the motor will not stop its backward movement clue to the slippage in the fluid coupling; ill. Setting the clutch 22 in reverse gear will held the car against any car movement.

From the .foregoing it will be seen that While a preferred embodiment of this invention has been disclosed, it is not desired to restrict the details to the exact' construction shown, it being obvious that changes not involvlncinvention may be made without conflicting with the spirit of the invention and the scope or the claims.

What l claim is: v

i. In a mechanism, 'a single planetary means including in combination a carrier means, planet gears thereon, and an orbit gear cooperating with said planet gears, a plurality` of lever means havina red pivotal points for controlling said single planetary means, and a single means movable into and out ol contact with said lever means for actuating said means.

2. In a speed changing mechanism, a plurality ofplanetarjy speed changing means, a plurality of braking means for controlling said speed changing means, a plurality of yielding means for actuating said second mentioned means to braking position, means for actuating said yieldina means, a plurality of lever means for actuatinc said fourth mentioned means, a plurality of movable means for actuating said lever means, a single movable means for actuating said plurality ot movable means, yielding means for actuatina said single movable means in a plurality For holding the transmission in any particular left foot could be incorporated to actuate a lever ill pivoted on a xed support ill. A link ill may connect this lever to a lock bar il@ carrying a roller tot. actuation of pedal il@ moves this bar into one oi a series of notches Si, S2, and S3 in member et, each notch correspondingh with a gear speed. When the pedal is released a. spring llt causes lever ill to retract the bar ill.

Should it be desirable the following automatic means can be fused for placing' the transmission in neutral when starting the motor.` A pedal tot oi the lever ltype can be suitably pivoted on a xed support ti i. This leverv may be provided 4with a roller di@ for actuating the engine starter plunger (starter plunger not shown). A link 20d can be pivotally'connected to pedal tilt. A lever lili pivoted on a iixed support 2 it may be pivotally connected to linlr'2lid. This lever may be provided with a forked end Ztl for straddling a of directions, and actuating means for said yielding means. l

3. In a speed changing mechanism, speed chanoine means, means for controlling said speed changing means, said second mentioned means pin tilt on another lever 205. Lever 20B can be Actuation ofthe lever 2.06 would cause lever'.v 202 including in combination yielding means, lever means for actuating said second mentioned means, -movable means for actuating said lever means, movable means for actuating said iirst mentioned movable means, yielding means for actuating said second mentioned movable means, and speed controlled actuating means for said yielding means.

d. In a speed changing mechanism, a plurality of planetary speed changing means, a plurality of lever means for controlling said speed changing means, a plurality of movable means for actuating said. lever means, a single movable 'means for operating said plurality of movable means, e. plurality of yielding'means for actuating said single movable means in a plurality of directions, u

changing means, a plurality of pivotal means for actuating said lever means. a single movable means vfor carrying said plurality' of Vpivotal means, a plurality of yielding means for actuatmeans for controlling said speedrchanging means.,

a plurality of means adapted to turn in a plurality of directions for actuating said lever means, a single movable means for carrying said third mentioned means, a plurality of yielding means for operating said single movable means, and speed controlled actuating means for said yielding means.

'7. In a speed changing mechanism, speed changing means, lever means for controlling said speed changing means, said lever means being technically termed iirst class, actuating means movable into and out of contact withsaid lever means for actuating said lever means, a single carrying means for said actuating means, and a plurality o f yielding means for actuating said carrying means.

8. In a speed changing mechanism, speed changing means, lever means for controlling said Ispeed changing means, a plurality of means for actuating said lever means, a single carrying means for said plurality of means, and actuating means for said carrying means, said plurality of means disposed on opposite sides of a line corresponding with the direction of movement of' said carrying means. i

9. In a mechanism. movable means, a single holding means for said movable means, said holding means including in combination a movable means, resilient means for actuating said second mentioned movable means in its entire move-'- ment to holding position, and additional resilient means for actuating said second mentioned movable means in only part of said movement.

10. In a mechanism, speed changing means, a plurality of lever means for controlling said speed changing means, said lever means vhaving a plurality of arms, some of said arms overlapping each other, and a single movable means for ac tuating said plurality of lever nieans.

11.In a mechanism, driving means, a plurality env quence when said driving means rotates-slower than said last above mentioned driven means and to afford a free movement between said driving means and. said just above mentioned driven means when said driving means rotates faster than said driven means, reciprocating means for controlling said planetary means, and Speed concontrolling said reciprocating said levers having its fulcrum disposed between its weight arm and its power arm, pivotal means for actuating said levers, movable means having a plurality of offset means for supporting said pivotal means, said pivotal means disposed between said plurality of oiiset means and t without turning movement of said last a ve mentioned means, and actuating means for said movable means.

14. In a speed controlled speed changing mechanism, speed changing means, including in combination carrier means, planet gears thereon, and

an orbit gear, and actuating means for said speed changing means, said speed changing means inof driven means, a. plurality of speed controlled means for controlling said plurality of driven means, fluid .means for functionally connecting and for affording slippage between said driving means and said driven means, said driven means i including in combination a plurality ofkshafts disposed in axial alignment and operable in sequence, over-running clutch means functionally positioned between said driving meansA and the shaft last operable in said sequence, said clutch means being functionally independent of the shafts that function before the last shaft in said sequence functions, said over-running clutch means aifording free movement and a positive connection between said driving means and said driven means.

12.'In a transmission, driving means, a plurality of members forming a train of driven means operable in sequence, including planetary means, means for connecting said driving means and said train of driven means, additional means including in combination over-running clutch means, said clutch means being functionally independent of the driven means that flmction before the last driven means in said sequence functions, said additional means adapted to form a positive connection between said driving means and the driven means last operable in said se.

. cluding in combination a plurality of over-run-l ning clutch means adapted to function in a similar manner, and another over-running clutch means adapted to 'function in a manner opposite to said first-,mentioned clutch means.

l5. Ina transmission mechanism, a single planetary means, a brake band for controlling said planetary means, a lever of the ilrst class connected to and adapted to set said band, an additional lever of the same class connected to and adapted to set said band, a single movable means having means for actuating said iii-st mentioned lever to band setting position when said movable means travels in .one direction, and for actuating said additional lever to band setting position when said movable means travels in another direction, and actuating means forsaid movable means, the connection of both of said levers to said brake band causing them to move simultaneously when either lever is actuated by said single movable means.

16. In a speed changing mechanism, a single speed changing means. control means therefor,

a. lever having its fulcrum disposed between. its

weight. arm and its power arm, connecting means for said lever and said control means, said lever and said connecting means adapted to actuatea single movable means possessing means ior actuating both of said levers, said movable means when traveling in one direction adapted'to actuate said ilrst mentionedlever and therewith the first mentioned connecting means thereby exerting a specific action on said control means, and

when travelling in another direction adapted to actuate said additional lever and -therewith said l additional connecting means thereby exerting a similar effect on said control means, both of said levers moving simultaneously when either lever is actuated by said single movable means.

17. In a speed changing mechanism, speed changing means including in combination a plurality of lever means for controlling said speed able v changing means, a single movable means movable into and out of contact with and. for actuating said lever means to actuated position .or for releasingsaid lever means, said movable means having a plurality of notches corresponding to said lever actuated positions,a notch for each position, and holding means for engaging said notches. said holding means adapted to leave one of said notches at tlie time said' movable means releases one of said lever means, and to enter another of said notches at the time said movable means actuates another of said lever means to actuated position.

18. In a mechanism. driving` means, a plurality of driven means, a plurality of speed controlled means for controlling said plurality of driven means, uid means for functionally connecting and for aifording slippage between said driving means and said driven means, said driven means including in combination a plurality of rotatable means disposed in axial alignment and adapted to function in sequence, over-running clutch means functionally positioned between said driving means and the last rotatable means adapted to function in said sequence, said over-running clutch vmeans .being functionally independent of the rotatable means that function before the last rotatable means in said'sequence functions, said over-running clutch means affording free move- 

